WO2020260048A1 - Procédé et dispositif d'optimisation dynamique d'une distance de freinage de véhicules, en particulier de véhicules ferroviaires - Google Patents

Procédé et dispositif d'optimisation dynamique d'une distance de freinage de véhicules, en particulier de véhicules ferroviaires Download PDF

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Publication number
WO2020260048A1
WO2020260048A1 PCT/EP2020/066458 EP2020066458W WO2020260048A1 WO 2020260048 A1 WO2020260048 A1 WO 2020260048A1 EP 2020066458 W EP2020066458 W EP 2020066458W WO 2020260048 A1 WO2020260048 A1 WO 2020260048A1
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WO
WIPO (PCT)
Prior art keywords
braking distance
deceleration
vehicle
target deceleration
braking
Prior art date
Application number
PCT/EP2020/066458
Other languages
German (de)
English (en)
Inventor
Ralf FURTWÄNGLER
Original Assignee
Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Systeme für Schienenfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Priority to JP2021577025A priority Critical patent/JP7305809B2/ja
Priority to EP20733259.4A priority patent/EP3990333A1/fr
Priority to CN202080045971.1A priority patent/CN114007921B/zh
Publication of WO2020260048A1 publication Critical patent/WO2020260048A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to a method for the dynamic optimization of a braking distance of vehicles, in particular of rail vehicles, a device for
  • deceleration control which sets the total braking force applied to the wheels to a predetermined setpoint. This is able, for example, to tolerances of the coefficient of friction
  • the braking distance is extended accordingly. This is also the case if, when braking to a stopping point of the vehicle, a slight adhesion between wheel and rail is detected and then
  • Anti-slip measures such as sanding the rails, can be carried out.
  • the improvement in the frictional connection between wheel and rail achieved in this way can ensure that the target deceleration is subsequently achieved again, the braking in the period with a reduced frictional connection (see Fig. 1) leads to a lower deceleration and consequently to a longer one Total braking distance. Braking is therefore generally subject to scatter, the causes of which can only be partially compensated with conventional delay controls.
  • ATO automatic train operation
  • the method for optimizing the braking distance of a rail vehicle has a sequence of steps. Will a braking with a set
  • Target deceleration a SOii initiated at a point in time to, this is initially recorded by the system for optimizing the braking distance. Subsequently, both the actual speed of the vehicle v, st and the acceleration a, st actually acting on the vehicle between the time to and a subsequent time t determined.
  • the target deceleration a SOii is not fixed at a constant value, but as a rule corresponds to a non-constant course.
  • the nominal braking distance s n is the braking distance that is required to move the vehicle from the point at which the brake is triggered at time to to the desired deceleration a SOii acting on the vehicle
  • Decelerate top speed It is possible to record the nominal braking distance s n in two parts.
  • the first part is the nominal braking distance s ni already covered up to the current point in time t, while the other part represents the nominal braking distance s n2 still to be achieved.
  • the total nominal braking distance s n is calculated from the predefined setpoint deceleration a SOii and the actually recorded speed of the vehicle vo at the point in time when the brake is applied to.
  • the course of the predefined setpoint deceleration a SOii can for example be given by a function which is dependent on the time, the speed of the vehicle and / or the location at which the vehicle is located. However, it can also be a constant function.
  • the expected real braking distance s a can also be divided into two sections. On the one hand in the real previous braking distance s ai from the time to of the start of braking to the calculation time t and on the other hand in the remaining real remaining braking distance s a2 to be expected from the calculation time t until the time when the desired final speed is reached.
  • the real previous braking distance s ai is derived from the determined speed profile v, st in one
  • the braking interval is determined between the times to and the calculation time t.
  • the real braking distance s a2 still to be achieved is formulated as a calculation formula as a function of the modified setpoint deceleration a S oii, mod to be determined.
  • the modified target deceleration a S oii, mod can be used as a
  • parameter-dependent function can be formulated. It can depend on the target deceleration a S oii, the time, the speed of the train and the location.
  • Parameters determine the form of the target deceleration curve, i.e. how much is braked in different areas of the braking.
  • the next step is to minimize the difference between the theoretical nominal braking distance s n and the actual braking distance s a to be expected at time t with the aim of determining the modified target deceleration. To do this, the
  • Braking distance s a are made up of a distance already covered and a distance that has yet to be achieved, with the remaining braking distance s a2 of the real braking distance to be expected being the only variable
  • a modified target deceleration a S oii, mod can be determined for the period after time t as a function of the target deceleration a SO ii, which accounts for any discrepancy between the real braking distance s ai already traveled and the nominal braking distance s ni already traveled in the further course of the Braking compensates, so that the entire nominal braking distance s n
  • the last method step includes a repetition of the procedure from the method step which includes the determination of the actual deceleration a, st acting on the vehicle and the actual speed profile of the vehicle v, st . The distance between the repetitions and thus the distance from
  • Braking intervals is determined by a time interval At, which in turn is defined as the interval between the times to, t, t + At, etc.
  • the time t + At of the current calculation step is used for the next calculation as the time t etc.
  • the modified setpoint deceleration a S oii, mod thus determined is then transmitted to a device which calculates the brake pressure required to achieve the modified setpoint deceleration and then adapts the braking.
  • the position of the vehicle is also determined, for example via a satellite-supported positioning system.
  • the target deceleration a SOii between the two named positions can be calculated using these two position details and the speed of the train vo when the brake is applied.
  • the target deceleration a SOii can be determined by the vehicle driver or a higher-level system, for example an "automatic train operation" system.
  • Speed of the vehicle before the position at which the braking must be triggered can be calculated at the first point of the brake release.
  • the deviation of the modified setpoint deceleration a S oii, mod from the setpoint deceleration a SO ii can preferably only be selected within certain, predefined limits in order to prevent a loss of comfort or even an unnecessary risk to passengers.
  • the limitation can be specified both absolutely and relative to the setpoint or it can depend on other state variables.
  • the individual setpoint decelerations a SO ii of the respective braking intervals are preferably selected in such a way that the compensation for a deviation of the
  • Braking takes place from the desired course of braking within a specified time window. It can thus be ensured that the course of the modified setpoint deceleration a S oii, mod differs from the setpoint decelerations a SO ii only within defined limits. This also has the advantage that it is possible to react better to any deviations that may follow later in the braking process at the given point in time, since this reduces the risk of individual deviations from different braking intervals adding up.
  • Nominal braking distance s n at time t preferably instead of target deceleration a SOii , uses a reference deceleration a ref , which is determined via a reference model, for example a physical model.
  • a reference model for example a physical model.
  • Method step (E) additionally a difference between the modified
  • Target deceleration a S oii, mod and the target deceleration a SO ii is calculated at time t and is also included in the deceleration control in order to further improve it.
  • At least one deceleration sensor and / or a speed signal of the vehicle is used to determine the acceleration a, st actually acting on the vehicle in method step (B).
  • the use of such sensors or signals enables a comparatively simple and reliable detection of the acceleration ais t .
  • the speed v, st of the vehicle is used at a calculation time for determining the real braking distance s a based on the speed of the vehicle vo at the start of braking, which is updated by means of the recorded actual deceleration a, st up to time t.
  • the speed v, st is thus calculated from the speed of the vehicle vo at the start of braking and the detected deceleration a, st .
  • the actual speed profile v, st for determining the real braking distance s a is measured on the vehicle using suitable speed sensors. The measured one
  • the speed curve is referred to below as Vist.gem.
  • the method steps following the first method step are carried out with a time offset from the first method step.
  • the determined speed profile v, st is used to formulate the remaining braking distance s a2 .
  • Setpoint deceleration a SOii for determining the nominal braking distance s n is a function of time and / or speed and / or location, or is constant.
  • the deviation between the nominal braking distance s n and the expected real braking distance s a is set equal to zero. This approach provides a way of minimizing the discrepancy between the
  • the device that is required to carry out the method has the following components: a sensor system to record speed and acceleration data of the vehicle for method step (B), a memory unit to store the data recorded by the sensor system or other data, a Computing unit to process the stored data, a communication unit to receive data and commands necessary for the method, an operating interface to ensure that the device is operated by the vehicle driver and
  • a computer program product is configured to carry out the method according to one of claims 1 to 15 in an automated manner.
  • FIG. 1 shows a delay-time diagram which is used to explain the
  • FIG. 2 shows a delay-time diagram which is used to explain the
  • Delay control of the invention is used.
  • FIG. 3 shows a speed-time diagram which is used to explain the
  • Delay control of the invention is used.
  • FIG. 5 shows a delay-time diagram for explaining the reference delay
  • FIG. 7 comparison of three different simulated delays over time for three different scenarios.
  • FIG. 8 Another exemplary embodiment for implementation in a braking system of a vehicle
  • FIG. 9 Another exemplary embodiment for implementation in a braking system of a vehicle
  • Target deceleration is reached. Furthermore, a drop in the actually measured deceleration can be seen, the course of the measured deceleration a, st subsequently being adapted again to the setpoint course a SOii .
  • Such a drop in the measured deceleration a, s t is due to a section of lower adhesion, for example between wheel and rail. This in turn can, for example, be due to adverse external conditions such as wet leaves on the
  • FIG. 2 shows a profile of a delay a as a function of time t, as would be the case with a regulation of the delay according to the invention.
  • the measured deceleration a st lags behind the target deceleration a SO ii until the predetermined constant target value of the deceleration is reached.
  • a decrease in the measured delay due to poor adhesion can be observed as in FIG. 1.
  • FIG. 2 there is a further delay in addition to the known constant nominal curve
  • the delay of the modified setpoint curve a S oii, mod becomes greater during the decrease in the actual delay a, st .
  • the actual deceleration a, st adapts to the setpoint curve a S oii, mod and a greater deceleration of the vehicle can be achieved.
  • an area of lower deceleration can be compensated for and the originally intended braking distance can also be achieved despite a temporary drop in the actual deceleration.
  • FIG. 3 shows another diagram to illustrate the effect of
  • the diagram shown shows the relationship between a speed of the vehicle and the time t or a target deceleration a SOii and an actual deceleration a, st and the time t. It is divided into two areas that are defined by a current calculation time.
  • the vehicle is braked with a actually measured deceleration a, st , shown in dashed lines, which results from a set target deceleration a SOii (continuous line). It can be seen here that the specified target value is not reached by the actually measured actual deceleration and, for example, due to changing adhesion coefficients between
  • Rail and wheel is not constant. The one that occurs during braking
  • the speed curve (dashed line) is measured by sensors and is set based on the curve of the actual deceleration. After the calculation time t, a change in the gradient of the speed graph can be seen. The changing slope can be justified by the modified setpoint deceleration a S oii, mod shown in dash-dotted lines. This was calculated by the method according to the invention and is greater than the previous setpoint deceleration a SO ii before the calculation time. This is due to the fact that the previous real delay from the previous one
  • Target deceleration has deviated.
  • the modified target deceleration a S oii, mod must therefore be greater than the previous target deceleration.
  • Graphs of the modified setpoint deceleration a S oii, mod and the speed profile after the calculation time t merely represent calculated values.
  • Calculation time t is therefore assumed in this case that after the calculation time t the modified setpoint deceleration a S oii, mod remains constant. If this is not the case, it will not be shown at a later date
  • FIG. 4 shows an embodiment of a basic sequence according to the invention for calculating the modified delay curve a S oii, mod. Based on
  • a reference deceleration a re f is first determined by the vehicle driver or a higher-level system externally specified target deceleration a SO ii. This step is necessary because in practice, due to the inertia of the brake system, for example due to the build-up of the pneumatic brake pressure, it is impossible to apply the required deceleration value from one point in time to the other. Therefore, a realistic deceleration curve must be determined for the calculation of the nominal braking distance s n . This represents the
  • FIG. 5 shows a further diagram in which a deceleration is plotted over time.
  • the nominal braking distance s n is determined on the basis of the reference deceleration a ref and the speed vo when the braking is triggered, which is therefore part of the speed profile v, s t .
  • Both the nominal braking distance s n and the expected real braking distance s a are composed of two parts of the route. On the one hand from the distance covered s ⁇ and on the other hand from the still to
  • v (t) is the measured speed Vis t .gem or that calculated on the basis of the measured acceleration a, st and the speed vo at the start of braking
  • v (t) is the measured speed v, st or that calculated on the basis of the measured acceleration a, st and the speed vo at the start of braking
  • the aim of the method is to achieve reproducibility of the braking distances as precisely as possible, the deviation e is minimized.
  • it is set equal to zero for this purpose.
  • the real remaining braking distance s a 2 still to be achieved can be influenced by a suitable choice of the deceleration curve.
  • the expected real remaining braking distance s a 2 and, in turn, a modified setpoint deceleration a S oii , mo d can be calculated. This can be done using the expression of the real
  • Remaining braking distance s a 2 (equation 5) can be inserted into the above-described equation of the deviation (equation 6).
  • the deviation a d ei t a between the new target deceleration a S oii , mo d and the target deceleration a SOii is determined. This can then serve as a further input variable for the delay control.
  • Target deceleration a SO ii is therefore retained. If this is not the case, a further modified setpoint deceleration a S oii, mod is calculated. This happens until the vehicle has reached the desired top speed. If the vehicle is to be braked to a standstill, ie the desired final speed equal to 0, then in practice the correction of the target deceleration is terminated at a speed close to 0. For the case mentioned at the beginning of the train entering a train station with platform screen doors, in which a particularly precise folding of the train is important, the correction is canceled as late as possible in order to ensure an exact folding position of the vehicle. The time t + At of the previous calculation step becomes the new time t for each calculation step.
  • FIG. 6 represents a first exemplary embodiment and shows how the method according to the invention could be implemented together with deceleration control of a vehicle.
  • the method referred to here as "Stopping Distance Controller" uses the procedure explained in FIG. 4 to determine a modified setpoint specification a S oii, mod from the originally specified setpoint deceleration a SO ii and the deceleration ai st actually acting on the vehicle up to the point in time .
  • the modified setpoint specification a S oii, mod can - similar to the input value a_soll - be both a constant value and a dynamic setpoint profile of the delay.
  • the modified setpoint specification then represents an input parameter for the deceleration control of the vehicle. Based on the actually measured acceleration, the driver
  • Delay control determines the delay a S oii, ctrl.
  • the braking forces (Fi, F2, ...) and their distribution are calculated from this manipulated variable of the deceleration control.
  • the "Stopping Distance Controller” as well as the deceleration control and the calculation of the braking forces are part of the train's electronic brake control. The data obtained in this way are ultimately implemented using appropriate actuators.
  • Speed curve v, st are in turn determined by the corresponding Vehicle sensors detected and sent to the "stopping distance controller" or the
  • FIG. 7 shows a comparison of various simulated delay profiles for 3 different scenarios.
  • a braking distance for the same vehicle is made up of one for all for different framework conditions
  • the actual deceleration curve a, st in the diagram for scenario A is consequently constant on the target deceleration run a SOii , if one disregards a small difference in building up the constant deceleration value.
  • the vehicle can thus be braked with the constant target deceleration over the entire braking period.
  • the resulting braking distance for the vehicle is 800m. Due to the
  • Scenario B deviates from the ideal conditions, since the adhesion occurs in one area (approx. From second 5 to 12), for example due to adverse external conditions
  • scenario C the SDC is finally active, while the adhesion in the range between approx. 5 and 12 seconds is only 90% as in scenario B.
  • the setpoint specification is in response to the
  • the actual value of the deceleration as soon as the subsection with the reduced adhesion has been passed, follows the setpoint and is therefore braked with a greater deceleration.
  • the vehicle comes to a stop after 800m and was thus able to achieve the same braking distance as in reference scenario A despite a section with reduced adhesion.
  • the invention relates to a method for dynamically optimizing a braking distance of rail vehicles, a device for performing the method and a Com puterprogramm product which automatically executes the method in order to improve the reproducibility of a braking distance of rail vehicles.
  • the procedure is the same using the measured one
  • Vehicle speed v, st and the acceleration a, st acting on the vehicle are below a nominal braking distance s n at different calculation times

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

La présente invention concerne un procédé d'optimisation dynamique d'une distance de freinage de véhicules, en particulier de véhicules ferroviaires, un dispositif d'exécution du procédé et un produit-programme d'ordinateur qui exécute automatiquement le procédé pour améliorer une reproductibilité d'une distance de freinage de véhicules. Selon la présente invention, le procédé compare, à l'aide d'une vitesse de véhicule (vréelle) et d'une accélération (aréelle) agissant sur le véhicule, à différents instants de calcul, une distance de freinage nominale (sn) dans des conditions idéales à une distance de freinage attendue réellement (sa). Pour pouvoir conserver, en cas de différences, la distance de freinage spécifiée à l'origine, le cas échéant, la valeur théorique de ralentissement est adaptée ensuite aux instants de calcul.
PCT/EP2020/066458 2019-06-25 2020-06-15 Procédé et dispositif d'optimisation dynamique d'une distance de freinage de véhicules, en particulier de véhicules ferroviaires WO2020260048A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2021577025A JP7305809B2 (ja) 2019-06-25 2020-06-15 車両、特に鉄道車両の制動距離を動的に最適化する方法および装置
EP20733259.4A EP3990333A1 (fr) 2019-06-25 2020-06-15 Procédé et dispositif d'optimisation dynamique d'une distance de freinage de véhicules, en particulier de véhicules ferroviaires
CN202080045971.1A CN114007921B (zh) 2019-06-25 2020-06-15 用于动态优化车辆、尤其是轨道车辆的制动距离的方法和装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019117019.2 2019-06-25
DE102019117019.2A DE102019117019A1 (de) 2019-06-25 2019-06-25 Verfahren zur dynamischen Optimierung eines Bremsweges von Fahrzeugen, insbesondere von Schienenfahrzeugen

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WO2020260048A1 true WO2020260048A1 (fr) 2020-12-30

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EP (1) EP3990333A1 (fr)
JP (1) JP7305809B2 (fr)
CN (1) CN114007921B (fr)
DE (1) DE102019117019A1 (fr)
WO (1) WO2020260048A1 (fr)

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CN114802135B (zh) * 2022-04-13 2023-03-24 中车唐山机车车辆有限公司 列车制动方法、装置及计算机可读存储介质
CN114906185A (zh) * 2022-06-06 2022-08-16 中车青岛四方车辆研究所有限公司 轨道车辆安全车距计算方法、系统和防撞预警装置

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JPH078083B2 (ja) * 1988-06-07 1995-01-30 住友金属工業株式会社 バンド方式で走行する軌道車の停止制御装置
US6353780B1 (en) * 1999-06-29 2002-03-05 Westinghouse Air Brake Technologies Corporation Grade speed control and method for railway freight vehicle
TWI277548B (en) * 2002-01-31 2007-04-01 Toshiba Corp Automatic train operation device
JP4543910B2 (ja) * 2004-01-29 2010-09-15 トヨタ自動車株式会社 車輌の減速度制御装置
JP4948251B2 (ja) * 2007-04-27 2012-06-06 三菱電機株式会社 自動列車運転装置および自動列車運転のシミュレーション装置
JP5150448B2 (ja) * 2008-10-21 2013-02-20 株式会社東芝 列車制御装置
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DE102019117019A1 (de) 2020-12-31
EP3990333A1 (fr) 2022-05-04
JP7305809B2 (ja) 2023-07-10
CN114007921B (zh) 2023-08-18
JP2022538268A (ja) 2022-09-01
CN114007921A (zh) 2022-02-01

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